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TECHNICAL

MANUAL

WESTERBEKE

L25

Marine

Diesel

Engine

PUBLICATION

19419

EDITION

3

MAY

1978

~r-.v-

'WESTERBEKE

J WESTERBEKECORPORATION

•

MYLES

STANDISH

INDUSTRIAL

PARK

150

JOHN HANCOCK

ROAD,

TAUNTON,

MA

02780-7319

TECHNICAL

MANUAL

WESTERBEKE

L25

Marine

Diesel

Engine

PUBLICATION

19419

EDITION

3

MAY

1978

~r-.v-

'WESTERBEKE

J WESTERBEKECORPORATION

•

MYLES

STANDISH

INDUSTRIAL

PARK

150

JOHN HANCOCK

ROAD,

TAUNTON,

MA

02780-7319

SECTION

INDEX

GENERAL.

Introduction Operation

Installation Maintenance

ENGINE OVERHAUL

OTHER OVERHAUL

Marine Engine Electrical System

Cooling System (External)

Transmissions

GENERATOR SETS

HYDRAULIC CRANKING SYSTEM

SERVICE BULLETINS

3

4

YOUR

NOTES

INTRODUCTION

5

IMPORTANT

THIS

MANUAL

IS

A

DETAILED

GUIDE

TO

THE

INSTALLATION,

START-UP,

OPERATION

AND

MAINTENANCE

OF

YOUR

WESTERBEKE

MARINE

DIESEL

ENGINE.

THE

INFORMA-

TION

IT

CONTAINS

IS

VITAL

TO

THE

ENGINE'S

DEPENDABLE,

LONG

TERM

OPERA-

TION.

READ

IT

KEEP

IT

IN

A

SAFE

PLACE

KEEP

IT

HANDY

FOR

REFERENCE

AT

ALL

TIMES

FAILURE

TO

DO

SO

WILL

INVITE

SERIOUS

RISK,

NOT

ONLY

TO

YOUR

INVESTMENT,

BUT

YOUR

SAFETY

AS

WELL.

UNDERSTANDING

THE

DIESEL

••••

The

diesel

engine

closely

resembles

the

gasoline

engine

inasmuch

as

the

mechanism

is

essentially

the

same.

Its

cylinders

are

arranged

above

its

closed

crankcase;

its

crankshaft

is

of

the

same

general

type

as

that

of

a

gasoline

engine;

it

has

the

same

sort

of

valves,

camshaft,

pistons,

connecting

rods,

lubricating

system

and

reverse

and

reduction

gear.

Therefore,

it.follows

to

a

great

extent

that

a

diesel

engine

requires

the

same

preventative

maintenance

as

that

which

any

intelligent

operator

would

give

to

a

gas-

oline

engine.

The most

important

factors

are

proper

maintenance

of

the

fuel,

lub-

ricating

and

cooling

systems.

Replacement

of

fuel

and

lubricating

filter

elements

at

the

time

periods

specified

is

a

must,

and

frequent

checking

for

contamination

(i.e.

water,

sediment

etc.)

in

the

fuel

system

is

also

essential.

Another

important

factor

is

the

use

of

the

same

brand

of

"high

detergent"

diesel

lubricating

oil

designed

specifically

for

diesel

engines.

The

diesel

engine

does

differ

from

the

gasoline

engine,

however,

in

the

method

of

handling

and

firing

its

fuel.

The

carbu-

retor

and

ignition

systems

are

done away

with

and

in

their

place

is

a

single

com-

ponent

-

the

Fuel

Injection

Pump

-

which

performs

the

function

of

both.

Unremitting

care

and

attention

at

the

factory

have

resulted

in

a

Westerbeke

engine

capable

of

many

thousands

of

hours

of

dependable

service.

What

the

manufact-

urer

cannot

control,

however,

is

the

treatment

it

receives

in

service.

This

part

rests

with

you!

ORDERING

PARTS

Whenever

replacement

parts

are

needed,

always

include

the

complete

part

descrip-

tion

and

part

number

(see

separate

Parts

List

furnished,

if

not

part

of

this

pub-

lication).

Be

sure

to

include

the

engine's

model and

serial

number.

Also

be

sure

to

insist

upon

Westerbeke

factory

packaged

parts,

because

"will

fit"

parts

are

frequently

not

made

to

the

same

specifications

as

original

equipment.

GENERATOR

SETS

Westerbeke

diesels

are

used

for

both

the

propulsion

of

boats

and

for

generating

electrical

power. For

generator

set

app-

lications,

all

details

of

this

Manual

apply,

except

in

regard

to

certain

por-

tions

of

the

Installation,

Operation

and

Maintenance

sections.

Additional

infor-

mation

is

provided

in

the

section

titled

Generator

Sets,

Section

T.

6

INSTALLATION

7

FOREWORD

Since

the

boats

in

which

these

engines

are

used

are

many and

varied,

details

of

engine

installation

are

equally

so.

It

is

not

the

purpose

of

this

section

to

advise

boatyards

and

engine

installers

on

the

generally

well

understood

and

well

developed

procedures

for

installation

of

en-

gines.

However,

the

following

outline

of

general

procedure

is

included

because

it

is

valuable

in

explaining

the

functions

of

each

component,

the

reasons

why,

the

precautions

to

be

watched

and

the

relationship

of

the

installation

to

the

operation

of

the

engine.

There

are

details

of

the

installation

which

should

have

a

periodic

check

and

of

which

the

operator

should

have

a

thorough

understanding

to

insure

good

operating

conditions

for

the

engine

and

correct

procedure

for

its

servicing.

INSPECTION

OF

EQUIPMENT

The

engine

is

shipped

from

the

factory

mounted

securely

and

properly

crated.

Ac-

cessory

equipment

is

shipped

in

a

separate

small

box,

usually

packed

with

the

engine

crate.

Before

accepting

shipment

from

the

transportation

company,

the

crate

should

be

opened

and

an

inspection

made

for

con-

cealed

damage.

If

either

visible

or

con-

cealed

damage

is

noted,

you

should

require

the

delivering

agent

to

sign

"Received

in

damaged

condition".

Also

check

contents

of

the

shipment

against

the

packing

list

and

make

sure

note

is

made

of

any

discrep-

ancies.

This

is

your

protection

against

loss

or

damage.

Claims

for

loss

or

damage

must

be

made

to

the

carrier,

not

to

J.

H.

Westerbeke

Corporation.

RIGGING

AND

LIFTING

The

engine

is

fitted

with

lifting

rings.

Rope

or

chain

slings

should

be

at-

tached

to

the

rings

and

the

engine

lifted

by

means

of

tackle

attached

to

this

sling.

The

lifting

rings

have

been

designed

to

carry

the

full

weight

of

the

engine,

therefore

auxiliary

slings

are

not

re-

quired

or

desired.

CAUTION:

Slings

must

not

be

so

.short

as

to

place

the

engine

lifting

eyes

in

sig-

nificant

sheer

stress.

Strain

on

the

engine

lifting

eyes

must

not

be

in

excess

of

100

from

the

vertical.

A

spacer

bar

must

be

placed

between

the

two

lifting

eyes,

if

supported

by

valve

cover

studs.

The

general

rule

in

moving

engines

is

to

see

that

all

equipment

used

is

amply

strong

and

firmly

fixed

in

place.

Move

the

engine

a

little

at

a

time

and

see

that

it

is

firmly

supported.

Eliminate

possibil-

ity

of

accidents

by

avoiding

haste.

Do

not

lift

from

the

propeller

coupling,

or

pry

against

this

with

crowbar,

as

you

may

distort

the

coupling.

In

some

cases

it

may

be

necessary

to

lift

the

engine

in

other

than

the

regular

horizontal

position.

It

may

be

that

the

engine

must

be

lowered

endwise

through

a

small

hatchway

which

cannot

be

made

larger.

If

the

opening

is

extremely

restricted

it

is

possible

to

reduce,

to

some

extent,

the

outside

clearances

such

as

generator,

cooling

piping,

water

tank,

filters,

mounting

lugs,

etc.

This

accessory

equip-

ment

should

be

removed by a

competent

mechanic

and

special

care

should

be

taken

to

avoid

damage

to

any

exposed

parts

and

to

avoid

dirt

entering

openings.

The

parts

which

have

been

removed

should

be

returned

to

position

as

soon

as

the

restriction

has

been

passed.

In

case

it

is

necessary

to

hoist

the

engine

either

front

end

upwards

or

reverse

gear

.end

upwards,

the

attachment

of

slings

must

be

done

very

carefully

to

avoid

the

possibility

of

damage

to

the

parts

on

which

the

weight

may

bear.

It

is

best

if

special

rigging

work

be

done by someone

experienced

and

competent

in

the

handling

of

heavy

machinery.

ENGINE

BOLTS

It

is

recommended

that

bronze

hanger

bolts

of

appropriate

size

be

used

through

the

engine

flexible

mounts.

Lag

screws

are

less

preferred

because

their

hold

on

the

wood

is

weakened

every

time

they

are

moved,

whereas

the

lag

bolt

stays

in

pos-

ition

and

the

nut

on

top

is

used

to

tight-

en

the

engine

down

or

is

removed

to

permit

the

engine

to

be

lifted.

The

bolt

itself

stays

in

position

at

all

times,

as

a

stud,

and

the

bond

between

the

bolt

and

the

wood

is

not

weakened

by

its

removal.

8

FOUNDATION

FOR

ENGINE

A good

engine

bed

contributes

much

toward

the

satisfactory

operation

of

the

engine.

The

engine

bed must be

of

rigid

construction

and

neither

deflect

nor

twist

when

subjected

to

the

engine

weight

or

the

position

the

boat

may

have

to

take

under

the

effects

of

rough

seas.

The

bed

must

keep

the

engine

within

one

or

two

thous-

andths

of

an

inch

of

this

position

at

all

times.

It

has

to

withstand

the

forward

push

of

the

propeller

which

is

applied

to

the

propeller

shaft,

to

the

thrust

washer

bearing

in

the

engine

and

finally

to

the

engine

bolts

and

engine

bed.

In

fiberglas

hulls,

we

recommend

that

similar

wooden

stringers

as

in

wooden

hulls

be

formed and

fitted,

then

glassed

to

the

hull

securely.

This

allows

hanger

bolts

to

be

installed

firmly

in

wood,

thus

reducing

noise

and

transmitted

vibration.

The

temptation

to

install

the

engine

on

a

pair

of

fiberglas

"angle

irons"

should

be

resisted.

Such

construction

will

allow

engine

vibrations

to

pass

through

to

the

hull.

Flexible

mounts

require

a

firm

foundation

against

which

to

react

if

they

are

to

do

their

job.

When

possible,

follow

bed

design

"A" and

avoid

bed

design

"B".

PROPELLER

COUPLING

Each

Westerbeke

Diesel

engine

is

regu-

larly

fitted

with

a

suitable

coupling

for

connecting

the

propeller

shaft

to

the

engine.

The

coupling

must

not

only

transmit

the

power

of

the

engine

to

turn

the

shaft,

but

must

also

transmit

the

thrust

either

ahead

or

astern

from

the

shaft

to

the

thrust

bearing

which

is

built

into

the

reduction

gear

housing

of

the

engine.

This

coupling

is

very

carefully

machined

for

accurate

fit.

For

all

engine

models,

a

propeller

half-

coupling,

bored

to

shaft

size

for

the

specific

order,

is

supplied.

The

coupling

either

has

a keyway

with

set

screws

or

is

ot

the

clamping

type.

The

forward

end

of

the

propeller

shaft

has

a

long

straight

keyway.

Any

burrs

should

be

removed from

the

shaft

end.

The

coupling

should

be

a

light

drive

fit

on

the

shaft

and

the

shaft

should

not

have

to

be

scraped

down

or

filed

in

order

to

get

a

fit.

It

is

important

that

the

key

be

properly

fitted

both

to

the

shaft

and

the

coupling.

The

key

should

fit

the

side

of

the

keyway

very

closely,

but

should

not

touch

the

top

of

the

keyway

in

the

hub

of

the

coupling.

If

it

seems

difficult

to

drive

the

coupling

over

the

shaft,

the

coupling

can

be expanded by

heating

in

a

pail

of

boil-

ing

water.

The

face

of

the

propeller

coupling

must

be

exactly

perpendicular

to

the

centerline

or

axis

of

the

propeller

shaft.

PROPELLER

The

type

and

size

of

propeller

varies

with

the

gear

ratio

and must

be

selected

to

fit

the

application

based

upon

boat

tests.

To

utilize

the

full

power

of

the

engine,

and

to

achieve

ideal

loading

con-

ditions,

it

is

desirable

to

use

a

propel-

ler

which

will

permit

the

engine

to

reach

its

full

rated

speed

at

full

throttle

under

normal

load.

ALIGNMENT

OF

ENGINE

The

engine

must

be

properly

and

exactly

aligned

with

the

propeller

shaft.

No

matter

what

material

is

used

to

build

a

boat

it

will

be

found

to

be

flexible

to

some

extent

and

the

boat

hull

will

change

its

shape

to

a

greater

extent

than

is

usually

realized

when

it

is

launched

and

operated

in

the

water.

It

is

therefore

very

important

to

check

the

engine

align-

ment

at

frequent

intervals

and

to

correct

any

errors

when

they

may

appear.

Misalignment

between

the

engine

and

the

propeller

shaft

is

the

cause

of

troubles

which

are

blamed

often

on

other

causes.

It

will

create

excessive

bearing

wear,

rapid

shaft

wear

and

will,

in

many

cases,

reduce

the

life

of

the

hull

by

loosening.

the

hull

fastenings.

A

bent

propeller

shaft

will

have

exactly

the

same

effect

and

it

is

therefore

necessary

that

the

propeller

shaft

itself

be

perfectly

straight.

One

particularly

annoying

result

of

mis-

alignment

may

be

leakage

of

transmission

oil

through

the

rear

oil

seal.

Check

to

make

sure

that

alignment

is

within

the

limits

prescribed.

The

engine

should

be

moved

around

on

the

bed

and

supported

on

the

screw-jacks

or

shims

until

the

two

halves

of

the

coup-

lings

can

be

brought

together

without

using

force

and

so

that

the

flanges

meet

evenly

all

around.

It

is

best

not

to

drill

the

foundation

for

the

foundation

bolts

until

the

approximate

alignment

has

been

accu-

rately

determined.

Never

attempt

a

final

alignment

with

the

boat

on

land.

The

boat

should

be

in

the

water

and

have

had

an

opportunity

to

assume

its

final

water

form.

It

is

best

to

do

the

alignment

with

the

fuel

and

water

tank

about

half

full

and

all

the

usual

equipment

on

board

and

after

the

main

mast

has

been

stepped

and

final

rig-

ging

has

been

accomplished.

Take

.plenty

of

time

in

making

this

alignment

and

do

not

be

satisfied

with

anything

less

than

perfect

results.

The

alignment

is

correct

when

the

shaft

can

be

slipped

backwards

and

forward

into

the

counterbore

very

easily

and

when a

feeler

gauge

indicates

that

the

flanges

come

exactly

together

at

all

points.

The

two

halves

of

the

propeller

coupling

should

be

parallel

within

0.002

inches

(A).

i

\

..

~.

9

In

making

the

final

check

for

alignment,

the

engine

half

coupling

should

be

held

in

one

position

and

the

alignment

with

the

propeller

coupling

tested

with

the

propeller

coupling

in

each

of

four

positions,

rotated

900

between

each

position.

This

test

will

also

check

whether

the

propeller

half

coup-

ling

is

in

exact

alignment

on

its

shaft

..

Then,

keeping

the

propeller

coupling

in

one

position

the

alignment

should

be

checked

rotating

the

engine

half

coupling

to

full

position

each

900

from

the

next

one.

The

engine

alignment

should

be

rechecked

after

the

boat

has

been

in

service

for

one

to

three

weeks

and,

if

necessary,

the

alignment

remade.

It

will

usually

be

found

that

the

engine

is

no

longer

in

alignment.

This

in

not

because

the

work

was

improperly

done

at

first,

but

because

the

boat

has

taken

some

time

to

take

its

final

shape

and

the

engine

bed

and

engine

stringers

have

probably

absorbed

some

moisture.

It

may

even

be

necessary

to

re-

align

at

a

further

period.

The

coupling

should

always

be

opened

up

and

the

bolts

removed

whenever

the

boat

is

hauled

out

or

moved from

the

land

to

the

water,

and

during

storage

in

a

cradle.

The

flexibility

of

the

boat

often

puts

a

very

severe

strain

on

the

shaft

or

the

coupling

or

both

when

it

is

being

moved.

In

some

cases

the

shaft

has

actually

been

bent

by

these

strains.

This

does

not

apply

to

small

boats

that

are

hauled

out

of

the

water

when

not

in

use,

unless

they

are

dry

for

a

considerable

time.

EXHAUST

SYSTEM

Exhaust

line

installations

vary

consid-

erably

and

each

must

be

designed

for

the

particular

job.

The

general

requirements

are

to

provide

an

outlet

line

with

a

mini-

mum

of

restrictions

and

arranged

so

that

sea

water,

rain

water,

or

condensation

cannot

get

back

into

the

engine.

There

should

be

a

considerable

fall

in

the

line

between

the

exhaust

manifold

flange

and

the

discharge

end.

This

slope

in

the

pipe

makes

it

difficult

for

water

to

be

driven

in

very

far

by a wave;

and

a

steep

drop

followed

by a

long

slope

is

better

than

a

straight

gradual

slope.

Avoid

any

depres-

sion

or

trough

to

the

line

which

would

fill

with

water

and

obstruct

the

flow

of

exhaust

gas.

Also

avoid

any

sharp

bends.

Brass

or

copper

is

not

acceptable

for

wet

exhaust

systems,

as

the

combination

of

salt

water

and

diesel

exhaust

gas

will

10

cause

rapid

deterioration.

Galvanized

iron

fittings

and

galvanized

iron

pipe

is

recommended

for

the

exhaust

line.

The

ex-

haust

line

must

be

at

least

as

large

as

the

engine

exhaust

manifold

flange

and

be

increased

in

size

if

there

is

an

especial-

ly

long

run

and/or

many

elbows.

It

should

be

increased

by

1/2"

in

LD.

for

every

10

feet

beyond

the

first

10

feet.

EXHAUST

SYSTEM

WITH

WATER

JACKETED

STANDPIPE

To

insure

vibration

doesn't

transmit

to

hull,

use

a

flexible

section

preferably

of

stainless

steel,

no

less

than

12"

overall,

threaded

at

each

end and

installed

as

close

to

the

engine

as

possible.

This

flexible

section

should

be

installed

with

no

bends

and

covered

with

insulating

mater-

ial.

The

exhaust

pipe

should

be

properly

supported

by

brackets

to

eliminate

any

strain

on

the

manifold

flange

studs.

Many

installations

use

flexible

rubber

exhaust

hose

for

the

water

cooled

section

of

the

exhaust

line

because

of

the

ease

of

instal-

lation

and

flexibility.

Provide

adequate

1-)/10"

0.0,

,-''''.

o.o~

___

!--...

11·1/2"

OIA.

MUF'FLEA.,

PH

1)1710

WATER

LIFT

EXHAUST

SYSTEM

WITH

"HYDRO-HUSH"

MUFFLER

support

for

the

rubber

hose

to

prevent

sagging,

bending,

and

formation

of

water

pockets.

Always

arrange

that

water

discharge

into

the

rubber

hose

section

is

behind

a

riser

or

sufficiently

below

the

exhaust

flange

so

that

water

cannot

possibly

flow

back

into

the

engine.

Also

make

sure

that

entering

sea

water

cannot

spray

directly

against

the

inside

of

the

exhaust

piping.

Otherwise

excessive

erosion

will

occur.

MEASURING

EXHAUST

GAS

BACK

PRESSURE

Back

pressure

must

be

measured

on a

straight

section

of

the

exhaust

line

and

as

near

as

possible

to

the

engine

exhaust

manifold.

The

engine

should

be

run

at

maximum

load

during

the

measurement

period.

Set-up

should

be

as

shown

below.

1.

For

normally

asperated

engines:

Pressure

Test

Mercury

Test

Water

Column

1-1/2"

Max

PSI 3"

Mercury

= 39"

2.

For

turbo-charged

engines:

Pressure

Test

Mercury

Test

0.75

Max

PSI

1-1/2"

Mercury

Checking

The Back

Pressure

1.

Exhaust

pipe

flange

2.

Exhaust

line

Water

Column

=

19-1/2"

3.

Transparent

plastic

hose,

partly

filled

with

water.

Measurement "A" may

not

exceed

39"

for

normally

asperated

engines

and

19.5"

for

turbo-charged

engines.

WATER

CONNECTIONS

Seacocks

and

strainers

should

be

of

the

full

flow

type

at

least

one

size

greater

than

the

inlet

thread

of

the

sea

water

pump. The

strainer

should

be

of

the

type

which

may

be

withdrawn

for

cleaning

while

the

vessel

is

at

sea.

Water

lines

can

be

copper

tubing

or

wire-wound,

reinforced

rubber

hose.

In